Real-time aircraft turbulence sensing, reporting, and mapping system and method for enhancing passenger safety and comfort

ABSTRACT

Systems and methods are disclosed for periodic real-time reporting of in-flight turbulence experienced by aircraft using the existing ADS-B messaging system. The invention includes both broadcast to and reception from other aircraft and ground stations using the ADS-B system. Systems and methods for displaying the received turbulence reports on a cockpit display system are also disclosed. The disclosed systems and methods accomplish the objectives of the invention on a non-interference basis with existing ADS-B system functionality by utilizing currently reserved message types and/or unused data fields for the turbulence reporting. The invention is applicable to both 1090ES and 978 UATADS-B systems.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority benefit of U.S. Provisional ApplicationSer. No. 62/785,589 entitled “REAL-TIME AIRCRAFT TURBULENCE SENSING ANDMAPPING METHOD FOR ENHANCING PASSENGER SAFETY AND COMFORT,” filed Dec.27, 2018; and U.S. Provisional Application Ser. No. 62/916,744 entitled“REAL-TIME AIRCRAFT TURBULENCE SENSING AND MAPPING SYSTEM AND METHOD FORENHANCING PASSENGER SAFETY AND COMFORT,” filed Oct. 17, 2019 both ofwhich are hereby incorporated by reference in their entirety.

TECHNICAL FIELD

The subject matter of the invention relates generally to thedetermination, reporting, and mapping of real-time airborne turbulencereports by aircraft using ADS-B messaging protocols.

BACKGROUND OF THE INVENTION

Turbulence during flight is something experienced by nearly everypassenger at one time or another. While not usually dangerous, it isfrequently uncomfortable due in part to its unanticipated/surprisenature and indefinite duration. However, if flight attendants orpassengers are up walking about the cabin when a large unexpected bumpoccurs, it can become quite hazardous.

Currently, reports of turbulence are based either on reports of otherpilots (PREPS) or based on forecasts of Significant Metrologicalconditional (SIGMETs) or Airmen's Metrological Information (AIRMETs).Forecasted conditions are generally geographically broad whereas PIREPsare geographically specific but highly sporadic and somewhat subjective.Thus, a large improvement in information conveyed to the pilot regardingturbulence would be possible if turbulence information could be relayedreal-time, periodically, and automatically using quantitativemeasurements of actual flight conditions.

Thus it is a primary objective of the present invention to provide asystem of automatically monitoring and communicating the state ofturbulence experienced real-time by a aircraft and relaying thosereports to other aircraft for display so that areas of turbulence can beavoided or anticipated and proactive measures taken to minimize thepossibility of injury.

It is a further objective of the invention to utilize, to the greatestextent possible, the existing ADS-B hardware, functionality, software,infrastructure and messaging protocols to achieve the goals of theinvention so that the benefits of the invention can be achieved with aminimum of additional cost and impact on the global aerospaceinfrastructure.

It is an additional objective of the invention to formulate animplementation which is to the largest extent possible, transparent tothe operation of the current ADS-B hardware, firmware and software sothat integration of the present invention into the national airspacestructure may be accomplished on a non-interference basis.

The FAA has mandated that nearly all aircraft must be equipped with anADS-B (Out) system by Jan. 1, 2020. As is well understood in the art,ADS-B units periodically output a series of messages conveying aircraftstate vectors such as position, airspeed, altitude, intent, flight ortail number, etc. The FAA has designated two options for meeting therequirement. First is the adaption of the 1090 MHz Mode S ‘ExtendedSquitter’ (ES) transponders to the ADS-B out function by adding a GPSreceiver and incorporating the data in an ‘extended squitter’ message.This is the method is often referred to as 1090 ES and is the onlymethod approved by the FAA for operations above 18,000 feet. The secondmethod is the 978 MHz Universal Access Transmitter (UAT) and isavailable to be used below 18,000 feet. Thus, transport categoryaircraft generally use the 1090 ES equipment whereas smaller generalaviation aircraft may use either.

There are many ADS-B manufacturers utilizing several different methodsfor receiving the sensor data necessary to form the required broadcastmessages. There are three basic configurations (plus somesub-combinations). First, the ADS-B unit is connected directly to thesensors such that the aircraft data is input directly to the ADS-B unit.Secondly, the ADS-B unit itself may be integrated with the GPS sensor.Thirdly, the ADS-B unit may receive the aircraft data via relay fromanother processor such as an FMS Control/Display Unit (CDU). The lattermethod is associated with larger transport category aircraft while theformer two are associated with smaller aircraft. Regardless, once theADS-B unit receives the data, its processor formats or encodes the datainto messages for broadcast. There are regulatory and industry standardspecifications for how the encoding is accomplished which are discussedbelow and are referred to throughout this specification as ADS-Bprotocols. Once the data is properly formatted, it is broadcast(transmitted) at specific rates. It is the objective of the presentinvention to utilize the ADS-B protocol and infrastructure as much aspossible by utilizing currently reserved message definitions or byrepurposing currently defined messages having a spare data field (sparebits) to broadcast the turbulence reports.

The purpose of ADS-B is to give pilots and air traffic control (ATC)better aircraft positioning data which improves air traffic flow andsafety. The ADS-B surveillance system will eventually replacetraditional RADAR which has been the foundation of air traffic controlof aircraft since the 50s. Aircraft transmit their individual ADS-B(Out) data to other aircraft directly and to ground stations which useit for their own purposes and turn around and re-broadcast (ADS-R) airtraffic and other flight data to aircraft. The ADS-B (Out) data istransmitted by the aircraft at 1 Hz. Guidelines/standards/requirementsfor ADS-B including message formats, are contained in RTCA docs 242A,260A/B (ES), 282A/B (UAT) and 14 CFR 91.227. When the term ADS-Bmessage, ADS-B messages ADS-B formatted message or ADS-B messaging areused in this document, it shall mean that the message format is inaccordance with protocols and definitions laid out in these documentsand/or any other controlling documents. The use of the term ‘encode’shall mean the process by which data is formatted and placed into anADS-B message format for broadcast in accordance with the messagestructure protocol definitions specified in these documents. Conversely,‘decode’ shall mean the process by which data is extracted from theADS-B message format in accordance with the protocol definitionsspecified in these documents. In the case of the new ADS-B turbulencemessages defined herein, encoding/decoding would be done in accordancewith the algorithm described below. The ADS-B communication path betweenaircraft or between and aircraft and a ground station is frequentlyreferred to as a ‘datalink’ and the process by which the data istransferred may be referred to as a ‘downlink.’

ADS-B data is re-transmitted by the ground stations back to aircraftalso at 1 Hz. The class of data transmitted from the ground station backto the aircraft is referred to a Traffic Information Service-Broadcast(TIS-B). Ground stations also transmit other flight data referred to asFlight Information Service-Broadcast (FIS-B). This FIS-B containsvarious weather data such as NOTMS and graphical weather for depictionin the aircraft cockpit. While TIS-B is available to both 1090ES and 978UAT systems, FIS-B is only available to 978 UAT systems. In addition toreceiving ADS-R data from the ground stations, aircraft that are withinradio sight of each other may receive the data directly from anotherparticipating aircraft.

SUMMARY OF THE INVENTION

The invention relates generally to utilizing the existing ADS-Bmessaging system to communicate sensed turbulence to other aircraft. Theinvention also includes receiving sensed turbulence reported by otheraircraft through the ADS-B system, processing the received turbulencereports, and displaying the reported turbulence data on a cockpitdisplay system. The ADS-B system is used for this purpose on anon-interference basis with existing functionality by utilizing messagetypes which are currently defined as reserved, or by utilizing messagetypes which have unused (spare) data bits. The invention is applicableto both 1090ES and 978 UATADS-B systems.

Received turbulence reports may be displayed as an ‘overlay’ on existingmap formats such as flight plan stick map. The display of turbulencereports on a map will indicates areas of turbulence to be avoided (orareas of calm to be sought out). Several display formats areillustrated.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram illustrating major components of the systemand method of the invention and its interoperability with otheraircraft, the FAA ground station, the ADS-B system, and ATC.

FIG. 2 illustrates additional interface details of an implementationarchitecture utilizing an ADS-B system such as a 1090ES Mode Stransponder or 978 Universal Access Transceiver (UAT).

FIG. 3 is a block diagram illustrating the major components on bothsides (transmission (Out) and reception/display (In)) of theimplementation of the present invention.

FIG. 4 is an illustration of one embodiment of a spatial display modeshowing aircraft reporting turbulence data as an overlay on a flightplan stick map and one embodiment for how turbulence data transmitted byreporting aircraft, might be shown.

FIGS. 5a-c are a chronological series illustrating an exemplary spatialdisplay embodiment showing a sequence of aircraft data over a period oftime.

FIGS. 6a-b illustrate alternative spatial display embodiments forrepresenting turbulence data reported by participating aircraft and howit would work with a weather overlay.

FIG. 7 illustrates an alternative spatial display embodiment ofturbulence data display by reporting aircraft during a time sequence.

FIGS. 8a-c illustrate spatial and temporal display modes of a series ofreported data from multiple reporting aircraft.

FIGS. 9a-c illustrates how multiple aircraft reported data might besummarized for pilot display.

FIGS. 10a, b illustrates the existing 1090ES ADS-B message structureincluding ‘Type Codes’ and how existing reserved message format could berepurposed to encode the turbulence data into a 1090ES ADS-B message.

FIG. 11 illustrates an example of an FMS Multifunction Control andDisplay Unit (MCDU) used for display and operator input.

DETAILED DESCRIPTION

The invention relates generally utilizing the existing ADS-B system tocommunicate sensed turbulence intensity levels (TB) to other aircraft.The invention also includes receiving sensed turbulence reported byother aircraft through the ADS-B system, processing the receivedturbulence intensity levels (TB), and displaying the received turbulencedata. The ADS-B system is utilized for this purpose on anon-interference basis with existing functionality by utilizing messagetypes which are currently defined as reserved, or by utilizing definedmessage types which have unused (spare) data bits. The invention isapplicable to both 1090ES and 978 UATADS-B systems.

Turning to FIG. 1, the invention contemplates using either a dedicatedturbulence sensor 101 or, if the aircraft is equipped with an existingsensor 104 capable of detecting turbulence, it may be utilized for thispurpose in addition to its nominal function. The invention alsocontemplates using either a dedicated processor 107 to process thesensed turbulence data or utilization of an existing on-aircraftprocessor 102, 109 such that the processing may be added to thefunctions of the existing aircraft processor 102, 109. For example, theprocessing might occur in the ADS-B transponder 105. In anotherembodiment, the turbulence data processing may be done inside the FMSprocessing unit 102 and forwarded to the ADS-B transponder 105. In stillanother embodiment, the processing is done in a dedicated processer 107system separate from both the FMS and the ADS-B system and which may beintegrated with the turbulence sensor 101. In any case, the ADS-Bprocessor 109 would encode the turbulence data into an ADS-B message forperiodic broadcast.

The output of the processing step is to translate the raw sensedturbulence data into a turbulence intensity level (TB) which may then beencoded into an ADS-B message for reporting. Note that throughout thisdocument when turbulence is discussed, the state of no turbulence (i.e.calm smooth air) is also included. This is because it is just as usefulto pilots to know where the turbulence is absent as it is to know whereit is present. Note also that turbulence is a 4-D event that is to saynot only are x-y position relevant but also altitude (z), time ofoccurrence (t), and duration (TD). The values of position (x, y, and z)and time (t) are all available in standard ADS-B messages. Duration (TD)is something that would need to be computed.

There are numerous ways to quantify the turbulence intensity level (TB).One guide might be the current system of PIREPs. With respect to pilotreports of turbulence intensity, the Aeronautical Information Manual(AIM) (TBL 7-1-10) lists 4 levels of turbulence: light, moderate,severe, and extreme. Although the AIM table does not include ‘none’ asan intensity category, for the purposes of sensing and reportingturbulence system here, a fifth level, i.e. ‘none’ would also beincluded (see Table 1 and FIG. 10a, b discussions below). Turbulenceduration (TD) is referenced in the AIM table as occasional, <⅓ of thetime; intermittent ⅓<td<⅔; and continuous >⅔. Duration is not alwaysgiven in PIREPs. (Note: Although the AIM refers to this parameter as‘duration’ the definition is more one of ‘duty cycle.’ Nonetheless, theAIM term will be used.)

Thus, to emulate the PRIREP system for magnitude, would only need fivelevels. In the binary sense this requires three bits of data (Table 1).(Note that while the AIM PREP analogy defines only 5 levels, clearlylarger numbers of gradations are possible.)

TABLE 1 Turbulence Intensity State Binary Level (TB) 0 000 None 1 001Light 2 010 Moderate 3 011 Severe 4 100 Extreme

If there is a desire to also quantify the turbulence duration (TD) oneadditional bit could be added and then enough combinations would allowboth TD and TB could be represented (Table 2):

TABLE 2 Turbulence Intensity State Binary Level (TB) Duration (TD)  00000 None None  1 0001 Light Occasional  2 0010 Light Intermittent  30011 Light Continuous  4 0100 Moderate Occasional  5 0101 ModerateIntermittent  6 0110 Moderate Continuous  7 0111 Severe Occasional  81000 Severe Intermittent  9 1001 Severe Continuous 10 1010 ExtremeOccasional 11 1011 Extreme Intermittent 12 1100 Extreme Continuous

The function of the processing is to convert the sensed data intoquantifiable turbulence intensity levels (TB) such as the ones in Table1, or into intensity levels (TB) and duration (TD) Table 2, as just oneexample. An algorithm to perform this processing could be coded intoprocessor software and executed at periodic rates so as to produceturbulence intensity level (TB) and duration (TD) which might betransmitted out at a periodic rate. As one example, ADS-B data iscurrently transmitted at a 1 Hz rate. Turbulence data might be includedin the existing ADS-B output stream and transmitted at a 1 Hz rate ormight be at some other rate. If some rate slower than 1 Hz is selected,the processor may perform some statistical operation on data sensedbetween periodic transmissions. For example, the max, average or medianvalue of interim intensity samples could be used as the reported valueas an example.

In addition to the detection and broadcast of turbulence data, theinvention includes receiving turbulence reports from other aircraft anddisplaying the data. In one implementation, the data is displayed on aMultifunction Display (MFD) 103. Such devices are common in transportcategory aircraft and are used to display various data to pilots such asaircraft performance, and navigation and guidance data. Included alsoare various ‘overlays’ which present one set of data on top of another,generally over a flight plan stick map. In one exemplary embodiment, theturbulence reports from other aircraft comprise a map overlay.

In addition to the processing of the sensed turbulence data to determineturbulence intensity level (TB) and turbulence duration (TD), there areadditional processing functions related to the present invention. First,the processor may perform message formatting functions such as puttingthe processed turbulence data into a message for communication to theADS-B system 105. For example, if the turbulence processor is adedicated processor 107 or an FMS CDU 102, the processed turbulence datamight be placed into an ARINC 429 message for communication to the ADS-Bsystem 105. Secondly, the processor may provide for the display ofvarious control pages. For example in the case of an FMS system, theMCDU may display various CDU ‘pages’ [1130, FIG. 11] allowing the pilotto make selections regarding display parameters. Thirdly, the processormay format ADS-B turbulence data received from other aircraft, intomessages sent to the display system so that reported data might bedisplayed to the pilots. Fourthly, the processor may perform variousanalytical analysis of the turbulence data as discussed in more detailbelow. Software may be utilized in one or more processors for performingthese tasks.

As described below in more detail, the ADS-B messaging protocol utilizesa format ‘type code’ to let the receiver know what type data is encodedin the message so that the receiving processor may apply the properdecoding algorithm. The format type code definitions are listed in theapplicable RTCA documents referenced above. The relevant fact here isthat a plurality of format codes are designated as ‘reserved.’

In one exemplary embodiment, the existing ADS-B message structure isutilized by utilizing one of the currently reserved ‘type codes’ toinclude the turbulence data. The turbulence data is then encoded into anADS-B (Out) message for broadcast onto the existing ADS-B datalinknetwork as part of the current periodic ADS-B (Out) messaging. It maythen be accessed by the FAA ground stations and other aircraft similarto what is done today with existing ADS-B data, using the redefined‘type code’ to identify and decode the turbulence data.

FIG. 1 illustrates in block diagram form, an exemplary embodiment of thepresent invention and how it might be integrated into an aircraft with aFlight Management System (FMS). (While this embodiment/figure uses anFMS system for illustrative purposes, it is noted that the invention isalso applicable to aircraft without FMS (see FIG. 3 below)).

As seen in the figure, the turbulence detection and display system(TDDS) 100 may comprise a turbulence detector 101, a turbulenceprocessor 107, and an ADS-B system 105. For completeness andperspective, the figure also shows a central processing system 102, adisplay system 103, navigation sensors 104, though these LRUs are moreproperly considered part of the FMS, they may also play a role in theturbulence detection and display system (TDDS) 100. In the context ofthis specification, the terms ADS-B system, ADS-B transponder and ADS-Btransceiver will all refer to the line replaceable unit (LRU) whichperforms the function of receiving navigation and other data frominternal or external sources, processing the data, and forming properlyformatted ADS-B messages in accordance with applicable regulations asreferenced above. The ADS-B LRU 105 may also establish a datalink toother aircraft or ground stations, receiving ADS-B messages, decodingthe messages, and forwarding the decoded data to other LRUs such as adisplay for displaying the received data.

Note that as discussed elsewhere, the functions of turbulence detector101 and turbulence processor 107 may be accomplished by repurposingexisting aircraft equipment to perform the turbulence detection functionin addition to their originally designated functions. For example, inthe FMS embodiment illustrated in the figure, existing aircraft sensorssuch as accelerometers or an Inertial Navigation Unit (INS) may providethe necessary sensory data for turbulence detection and the FMSprocessor 102 may perform the processing function obviating the need fora dedicated turbulence sensor.

There are several contemplated interfacing embodiments contemplated bythe present invention. In a first exemplary embodiment, turbulence senor101 is interfaced directly with FMS processor 102 via path 106 a.Turbulence sensor 101 would be adapted to produce a periodic output ofraw sensed turbulence data such as accelerations, and would be placed ona bus or connection 106 a, such as ARINC 429 bus, which could then be‘read’ by a processor such as 102 as is common in the industry. In thisembodiment, data processing of the raw turbulence sensor data isaccomplished in FMS processor 102. This process may include determiningthe turbulence intensity level (TB) and turbulence duration (TD) asdescribed above. This processing would be accomplished using softwarecode, sometimes referred to as ‘flight code’ or ‘operational flightprogram,’ which is programmed into the FMS processor 102 as is commonlyunderstood in the industry. The processed turbulence data would then beplaced in messages or labels, e.g. ARINC 429 labels, and sent to theADS-B system 105 using an existing FMS CDU/ADS-B communication path 106e. ADS-B processor 109 would then process the incoming data from the FMSprocessor 102, encoding it into a property formatted ADS-B broadcastmessage for transmission to other aircraft or ground stations viadatalink and in accordance with standard ADS-B practices.

A sub mode of this first exemplary embodiment is where the turbulencesensor comprises an integrated processor 107 such that the processingfor translating raw accelerations into turbulence intensity levels (TB)is accomplished by processor 107. The processed data is made availableto processor 102 via connection 106 d. In this submode, processor 102places the processed data onto connection 106 e making it available toADS-B system 105. ADS-B processor 109 would then encoded the data into aproperty formatted ADS-B broadcast message for transmission to otheraircraft or ground stations in accordance with ADS-B protocols.

In a Second embodiment, the turbulence sensor 101 is connected directlyto ADS-B system 105 via bus or connection 106 b, such as ARINC 429 bus,which could then be ‘read’ by the ADS-B system 105. ADS-B systemprocessor 109 then accomplishes all of the turbulence data processingdescribed above in connection with FMS processor 102 namely determiningthe turbulence intensity level (TB) and turbulence duration (TD) asdescribed above. ADS-B processor 109 would then encoded the data into aproperty formatted ADS-B broadcast message for transmission to otheraircraft or ground stations in accordance with ADS-B protocols.

Third, a dedicated sensor processor 107 does all processing of theturbulence senor data—likely with the sensor 101 and processor 107functions being integrated into one LRU. The processed turbulence datawould then be placed in messages or labels, e.g. ARINC 429 labels, andsent to the ADS-B system 105 using an existing communication path 106 c.ADS-B processor 109 would then process the incoming data from theturbulence processor 107, encoding it into a property formatted ADS-Bbroadcast message for transmission to other aircraft or ground stationsin accordance with ADS-B protocols.

Considerations for choosing between the three implementations includethe number of spare transmit and receive ports available on the LRU andthe decision as to which LRUs are preferred for required softwareupdates.

In some architectures, ADS-B system 105 may be a 1090 MHz Mode S“Extended Squitter” (ES) transponder or a 978 MHz Universal AccessTransceiver (UAT). As is well understood in the art, suchtransponders/transceivers include internal processors andreceiver/transmitters for processing, encoding, and transmitting ADS-Bmessages to, and receiving ADS-B messages from, ground stations andother aircraft via datalink. The present invention is compatible withboth ADS-B configurations.

It should be noted that the figures represents the functional data flowsassociated with the invention and not a technically completearchitecture of an entire FMS system. Thus, in the figures, forsimplicity, not all data connections or LRUs are shown. For example, inFIG. 1, data connections between the navigation sensors, air datasensors, and the display system are not shown although in typical FMSsystem architecture those direct connections would exist. Also data flowarrows do not necessarily represent all data flows. Arrows may showunidirectional flow when in fact data may flow both ways. Furthermore,as discussed elsewhere, some of the LRUs shown functionally discrete maybe combined into a single LRU, e.g. GPS receiver and ADS-B transponder(see FIG. 3).

A central component of a Flight Management System is a processor. Thisprocessor may take many forms but a common form is Multifunction ControlDisplay Unit (MCDU). This is an LRU which provides the pilots with aninterface to the remaining components of the FMS for control of the LRUsand display of their data in addition to performing numerous processingtasks such as sensor status and control, navigation and guidance, flightplan management, and performance calculations to name a few. Toaccomplish all of these tasks, FMS CDU executes software code oftenreferred to as ‘flight code’ or ‘operational flight program’ (OFP).Typically an FMS would include at least two MCDUs for redundancy. Onewould be designated as the pilot's CDU and the other the copilot's. Forthe purposes of discussion here, a single processing system indiscussed.

As shown in the figure, the FMS central processing system 102 receivessensor inputs from a variety of sensors. Navigation sensor 104 providesposition, ground speed, heading, and track. Turbulence sensor 101 mayprovide inputs regarding sensed turbulence. In addition to the sensorsshown, the aircraft system may comprise other sensors not shown. Forexample, an air data sensor would provide data such as airspeed,altitude, and pressure. Finally, a display 103 may provide the pilotswith a visual display of aircraft data such as flight plan, trafficoverlay, weather overlay, performance calculations and the like. In someexemplary embodiments, display system 103 is a Multifunction Display(MFD). Communication between processor 102 and display 103 is normallyvia a serial bus such as an ARINC 429 bus.

Another task typically performed by the MCDU is message control. TheMCDU communicates with many of the LRUs comprising the FMS system. Somecommunications are for status, control, or data acquisition. Others areprimarily for data relay between LRUs. In some embodiments, theprocessing system 102 may also contain the software necessary forgathering the aircraft data needed for ADS-B messages, such as position,speed, heading, vertical velocity, flight ID etc. and forwarding thedata to the ADS-B system 105. In other embodiments, ADS-B system 105receives data directly from the sensors.

Another task for FMS processor 102 is display control. MCDU ‘pages’[1130, FIG. 11] may be presented to the pilot on which certain displaycontrol parameters may be selected [1110 FIG. 11]. In some systems, thisability to control display formats [1120 FIG. 11] is shared with thedisplay as well. Such selections/control of the display are discussed inmore detail below in connection with the figures illustrating variousdisplay configurations.

Flight Management Systems (FMS) typically comprise one or more displaysystems 103. Display 103 is connected to processing system 102 and isused to display various flight related data to the pilots. For example,in an FMS system, display 103 may be used as a primary flight display(PFD) displaying heading, course, and flight guidance. Flight managementsystem displays typically have numerous ‘overlays’ that can be selectedto show additional data for pilot situational awareness such asgraphical weather, flight plan ‘stick map’, NAVAIDs, SpecialUse/Military Operation (SUA/MOA) airspace etc. In several exemplaryembodiments, display 103 would be used to show turbulence data reportsfrom other participating aircraft. In exemplary embodiments, theturbulence display would be an overlay selectable from a display menusimilar to other display formats (see 321, FIG. 3). Selection of displayformats/overlays is usually made on the MCDU [1120 FIG. 11], thedisplay, or a combination of both. The display function of the presentinvention is discussed more below in connection with FIGS. 4, 5 a-c, 6a-b, 7, 8 a-c, 9 a-c.

For ADS-B (Out) compliance, a navigational source including a certifiedGPS is required. Navigation sensors 104 provide that navigation input.One common example of a GPS found in many transport category aircraft isa global positioning system (GPS) receiver integrated into inertialnavigation system (INS) or inertial reference system (IRS). These aregenerally referred to as embedded GPS INU (EGI). EGI sensor outputsacceleration and attitude in addition to position, speed and altitudeand may be capable of providing the inputs necessary for turbulencemeasurement. Smaller aircraft, such as those found in the generalaviation segment, typically do not have inertial navigation sensors.Rather, most have panel mounted or other stand-alone (i.e. notintegrated with an inertial sensor) GPSs such as those manufactured byGarmin, Bendix/King, and Avidyne. In some cases these GPSs may beintegrated with an ADS-B system in other cases they may be externallyinterfaced either directly or via the FMS processor 102. Typically ARINC429 serial interface is used but there are other types. GPS only systemswould not provide the inputs necessary to measure turbulence and wouldrequire the use of a dedicated turbulence sensor.

ADS-B system 105 performs the function of encoding, broadcasting(transmitting), receiving, and decoding the ADS data messages. The FAAhas specified two type types of ADS-B systems which may be used forcompliance. The first is a modification of the 1090 MHz Mode Stransponder to include an ‘extended squitter’ (ES). The ‘extension’refers to the additional ADS-B data to be transmitted out. The secondmeans for satisfying the ADS-B mandate is the use of a 978 MHz UniversalAccess Transceiver (UAT). The UAT option is only legal below 18,000 feetso all transport category aircraft use the 1090 ES option. The presentinvention contemplates use in both systems.

As mentioned above, use of the term ADS-B message and ADS-B messageformat in this document shall refer to messages which are formatted incompliance with the applicable regulations and industry standardsreferenced above defining the ADS-B message protocols. Similarly, theuse of the term ‘encode’ shall mean the process by which data isformatted and placed into the ADS-B message format and the term ‘decode’shall mean the process of extracting the from incoming ADS-B messages inaccordance with the established ADS-B message protocols.

As mentioned above, there are several considerations in selecting animplementation embodiment. One consideration in architecting theinterface between the turbulence sensor, the processor, and the ADS-Bsystem is the availability of hardware interface ports. For example, ifthe ADS-B LRU is lacking any additional input channels, the turbulenceinput would need to be made through an existing connection. One exampleis the first exemplary embodiment where the data flows through the FMSprocessor 102 and onto an established connection between the FMS CDU andthe ADS-B transponder.

As shown in FIG. 1, system 100 broadcasts (transmits) ADS-B messages 116which may be accessed 191 by the FAA ground stations 140. The messagesmay also be accessed by other aircraft 120 having ADS-B (In) receivingcapability. Reception of the ADS-B messages may be either directly fromother aircraft or via rebroadcast (ADS-R) by FAA ground stations 140.The FAA ground stations 140 also pass ADS-B data to Air Traffic Control150 to perform its traffic separation and other responsibilities.

Reception, decoding, and display of turbulence data broadcast byparticipating aircraft is another feature of the present invention.Aircraft reception of the ADS-B (In) turbulence messages allows the datato be displayed for pilot situational awareness. When overlain on aflight plan map, it indicates whether the current planned route willtake it through an area of turbulence. Thus the pilot is given theopportunity to avoid if possible, or at least warn passengers and cabincrew, that probable turbulence is ahead. Thus, one important benefit ofthe present invention is to enhance safety onboard aircraft by providingan advance warning to passengers and crew so that precautions may betaken such as returning to seats, securing seatbelts and having thecabin crew discontinue cabin service and return to their seats.

Turbulence and other ADS-B data messages received by the ADS-B system105 may be processed by ADS-B processor 109 to decoding the turbulencedata from the incoming message stream. As mentioned previously, decodingthe ADS-B messages is accomplished by applying the message decodingalgorithms in accordance with the regulatory (C.F.R.) and industrystandards (RTCA) and other applicable document or in the case of the newturbulence messages, the algorithms described herein. Once decoded, theADS-B system would make available the data on one or more of its outputports such as an ARINC 429 port. The FMS processor would be connected toone of the ADS-B output ports and the decoded data read by the FMSprocessing system 102. FMS processor 102 may then put the turbulencedata into a format for sending to the display system 103 for display. Itis also possible that the display processing would be accomplished byADS-B processor 109 and then sent either directly or indirectly todisplay system 103. In many FMS architecture, connection to the MFDs isby ARINC 429 data protocol. Those in the art will recognize that thereare many ways for the turbulence data to be displayed. As one example,it may be displayed as an overly on a map containing a flight plan stickmap. The reception and display functionality is described in more detailbelow, along with several alternative implementations, in connectionwith FIGS. 4, 5 a-c, 6 a-b, 7, 8 a-c, 9 a-c.

The system 100 establishes data links between other aircraft 122 andground stations 123. As indicated by the bidirectional data flow arrows121, 122 and 123, it is expected that numerous other aircraft would beparticipating in the exchange of turbulence data and would be bothproviders of data as well as consumers of data through the ADS-B(Out)/ADS-B (In) functionality. The turbulence data might also be madeavailable to general aviation aircraft 130 utilizing the UAT system byincluding the turbulence reports as part of the FIS-B data stream 132.Also there may be a subset of aircraft which provide ADS-B (Out) databut do not consume turbulence data and of course there may be a subsetof aircraft which do not include the system modifications necessary toincorporate the turbulence processing described herein.

FIG. 2 illustrates in block diagram form, what is referred to above asthe first exemplary embodiment of the present invention wherein the FMSprocessor 202. Recall from the above discussion that the raw turbulencesensor data is sent to the FMS processor for processing and then on tothe ADS-B for broadcast.

As seen generally, the turbulence detection and display system (TDDS)200 comprises turbulence sensor 201, a processing system 202, a displaysystem 203, navigation sensors 204, and an ADS-B system 205 whichcomprises a processing system 208 and a receiver /transmitter 214. Notethat in the figure, the intention is to represent the LRUs relevant tothe functioning of the turbulence system. Thus not all FMS LRUs orconnections are shown. In this figure, the turbulence sensor 201 isintended to represent both the case where the sensor includes anintegrated processor and the case where it does not. Note that in someexemplary embodiments, ADS-B system 205 is a 1090ES Mode S transponderand in other embodiments it is a 978 MHz Universal Access Transceiver(UAT). In this embodiment, processing system 202 is part of a FlightManagement System and may comprise for example a Multifunction ControlDisplay Unit (MCDU). When implemented as an MCDU, processing system 202may additionally comprise user input/output functionality. In oneexemplary embodiment, the user input is an MCDU keypad and the useroutput is an MCDU Liquid Crystal Display (LCD).

As shown in the figure, the central processing system 202 receivessensor inputs from a variety of sensors. Navigation sensor 204 providesposition, ground speed, heading, track, and various accelerations.Turbulence sensor 201 provides inputs regarding sensed turbulence. Theprocessing system 202 is connected to ADS-B system 205 to communicatevarious aircraft data to enable the ADS-B system to encode the data intoADS-B compliant messages for broadcast. Finally, a display 203 isprovided to provide the pilots' with a visual display of aircraft dataincluding turbulence overlays. In addition to the sensors shown, theaircraft FMS system may comprise other sensors not relevant to thepresent invention.

Processing system 202 comprises the FMS flight software which executesFMS related tasks such as navigation and air data sensor data to provideaircraft navigation position and guidance, flight plan management, anduser interface to name a few and acts as a conduit for aircraft dataneeded for ADS-B messages, passing the data to the ADS-B system 205 viapath 209.

Regarding functions related to the turbulence function of the presentinvention, FMS processing system 202 performs processing of the rawturbulence data. Recall that in the first principle embodiment therewere two submodes. One where the FMS processor processed the raw sensordata, and the other where the processor acted as a pass-through conduitto the ADS-B system. In the former, the processor would receive the rawdata from the turbulence sensor 101, typically through a serial bus suchas ARINC 429, and process the data into turbulence intensity levels (TB)and turbulence duration (TD) according to software executed algorithms206. For example, the acceleration magnitudes could be used to determineturbulence intensity (TB) and an analysis of the magnitude over a timeperiod used to determine duration (TD). It is important that allaircraft analyze the data using the same algorithm to ensure consistentresults between aircraft.

In addition to the processing necessary to determine intensity (TB) andduration (TD), the processor performs a number of other functions such aputting the processed turbulence data into a message, e.g. ARINC 429,for communication to the ADS-B system 205. The processor 202 may providefor the display of various control pages on the MCDU related to theturbulence function. For example the FMS MCDU 202 may display various‘pages’ [1130 FIG. 11] allowing the pilot to make data managementselections regarding the display of turbulence data such as displayinterval (Δt), number of time intervals (Δi), altitude window (ΔAlt) andthe like [1110 FIG. 11] as discussed in more detail below in connectionwith FIGS. 7 and 8 a-c. Thirdly, the processor 202 may format ADS-Bturbulence data received from other aircraft, into messages sent to thedisplay system 203 so that reported data might be displayed to thepilots. Fourthly, the processor 202 may perform various analyticalanalyses of the turbulence data as discussed in more detail below.Software 206 may be utilized in one or more processors for performingthese tasks. Display 203 would be used to show turbulence data reportsfrom other participating aircraft. Examples are discussed below inconnection with FIGS. 4, 5 a-c, 6 a-b, 7, 8 a-c, 9 a-c.

Regarding ADS-B (In) data received from other aircraft, ADS-B processor208 would decode incoming ADS-B (In) messages from the ADS-Btransmitter/receiver 214 and make them available to other LRUs. ADS-Bunits typically have a plurality of output serial busses such as ARINC429 to which LRUs may connect to receive ADS-B data. In one suchconnection, the ADS-B processor 208 would transmit the decoded data tothe processing system 202. Processor 202 may then send the data to thedisplay system 203 making it available for display to the pilots.Alternatively, the received ADS-B data may be sent directly 215 todisplay system 203. Either way, the pilots may then select variousdisplay formats which may include display of the turbulence datareceived from other aircraft (‘other aircraft’ turbulence data). Userinput associated with processor 202 allows the pilot to make variousdisplay selections. Display functionality is discussed in more detailbelow in connection with FIGS. 4, 5 a-c, 6 a-b, 7, 8 a-c, 9 a-c.

FIG. 3 is a simplified block diagram of both the transmitting andreceiving functions 300 of the invention illustrating at a high level,the components utilized by transmitting aircraft 310 and receivingaircraft 320. As mentioned above, many of the components of theturbulence transmit, receive, and display function may be part of alarger aircraft system such as an FMS serving the turbulence systempurposes in addition to their primary FMS purpose. As seen generally inthe figure, the transmitting function is represented in box 310 and thereceiving/display function is seen in box 320. Note that although thetransmit and receive functions are shown as separate systems in thefigure; this is for functional description purposes and should not betaken as an architectural diagram. For example, the ADS-B transmit andreceive functions will frequently be contained in a single LRU such asin an ADS-B 1090ES transponder or Universal Access Transceiver (UAT).Note too that although a bus type structure (e.g. MIL STD 1553) isshown, interconnect wiring may in fact be point to point (e.g. ARINC429) or a combination of both.

The turbulence detection transmitting system 310 comprises a turbulencedetector 311, a processing system 312, and an ADS-B transmitter/receiversystem 314. Note that in some architectures, ADS-B receiver/transmitter314 may be part of a 1090ES Mode S transponder or part of a 978Universal Access Transceiver (UAT) unit. Note that for the purposes ofthe functional discussion of the system, some of the other functionalblocks shown in the earlier figures, such as navigation and air datasensors, have been removed to simplify the discussion.

In one exemplary embodiment, processing system 312 comprises a flightmanagement system (FMS) processor embodied in a multifunction controldisplay Unit (MCDU). The MCDU comprises the FMS flight software whichmanages the navigation and air data sensor data to provide aircraftnavigation position and guidance. The MCDU also typically manages theflight plan which may be stored in the computer's memory. The processingsystem 312 may also contain the software necessary for gathering some ofthe aircraft data needed for ADS-B messages, and passing the data to theADS-B 314 for encoding into ADS-B messages. As discussed above inconjunction with FIG. 1, there are several options for interfacing theturbulence sensor. For the purposes of FIG. 3 it is sufficient that theturbulence data makes its way to the ADS-B transmitter 314 whereupon theADS-B processor (not shown) processes the data encoding it into ADS-Bbroadcast messages in accordance with the algorithms describe below.

The receiving and display function 320 begins with reception 327 of theADS-B (Out) broadcast 316 by participating aircraft. This is sometimesreferred to as ADS-B (In) (or FIS-B/TIS-B). The incoming ADS-B messages327 are unpacked by the ADS-B processor (not shown) in accordance withthe industry/regulatory documents cited earlier or in accordance withthe algorithm provided below in the case of the turbulence data. TheADS-B processor may then put the decoded data into message traffic suchas ARINC 429 labels, for communication 325 to the FMS processor system322. Processor system 322 may reformat the data into messages for thedisplay system 323. For example, FMS processor system 322 may format thedata into ARINC 429 display labels and then send the data 326 to thedisplay 323. In one exemplary embodiment, display system 323 is aMultifunction Display (MFD). In addition to the display labels, theprocessor 322 may also send control labels to the display 323. Suchlabels may control selection of display formats on the MFD. In oneexemplary embodiment, such display selections are made on an MCDU. Inanother embodiment, they are made using drop-down menus on the MFD. Inone exemplary embodiment, the turbulence data could be used as a displayoverlay 321 which is a common practice in the art where the data may beoverlain on another display format such as the flight plan stick map.Selection of the turbulence overlay format may be made on the MCDU asmentioned [1120 FIG. 11].

FIGS. 4, 5 a-c, 6 a-b, 7, 8 a-c, and 9 a-c illustrate various displayformats contemplated by the present invention. As described below, thereare several presentation modes. ‘Discrete real-time’ mode displaysindividual data reports are they are received in real time, FIGS. 4, 5a-c, 6 a-b, 7, 8 a, and 9 a. ‘Real-time aggregate’ aggregates severalreal-time reports within geographic proximity of each other to summarizethe reports with respect to some factor such as altitude, FIGS. 8b -c.‘Historical aggregate’ aggregates several historical data reports into asummary report, FIGS. 9b -c. Each of the display formats display thereal-time turbulence reports received by a receiving aircraft from atransmitting aircraft using the ADS-B messaging protocol. When plottedon a map, such as an overlay of the flight plan stick map, the displayof turbulence reports may indicate areas of turbulence to be avoided (orareas of calm to be sought out). While by no means all inclusive ofdisplay possibilities, the figures illustrate features of the inventionand some display options.

FIG. 4 illustrates one possible realization of the turbulence displayfunction of the present invention as it might be implemented on the‘own-ship’ aircraft. (‘own-ship’ aircraft is used here to distinguishthe aircraft on which the display is located and is to be distinguishedfrom the aircraft whose data is being displayed, referred to as ‘othership’ or ‘reporting aircraft’) The display 400 comprises a flight plansick map 420 comprising a plurality of flight plan waypoints (421 a-f)defining the plurality of flight plan legs (422 a-g). The aircraft icon430 on the stick map represents the position of the ‘own-ship’ aircraft.

A plurality of reporting aircraft (410 a-d) are shown on the display.The term ‘reporting’ aircraft will designate aircraft which aretransmitting real-time ADS-B (Out) data being received by the ‘own-ship’aircraft. One exemplary embodiment of the ADS-B turbulence mappingfunction employs a circle drawn around the reporting aircraft the colorof which is indicative of its real-time reported turbulence intensitylevel (TB). One example seen in the drawing figure is aircraft 410 a.Aircraft 410 a is shown reporting its position 412 a, its relativealtitude 413 a, and its ident 414 a. This aircraft is also reporting itsreal-time turbulence intensity level (TB) 411 a. As mentioned above, theAIM currently indicates four levels of turbulence. Color indication ofthe levels might be GREEN, YELLOW, RED, and PRUPLE for light, moderate,severe, and extreme turbulence intensity levels (TB) respectively.Obviously this is but one example, other color schemes may be chosen.

Not all ADS-B (Out) aircraft would necessarily be reporting turbulencedata. For example, consider the situation represented in FIG. 4 wherethere is an aircraft 410 d reporting position 412 d, altitude 413 d andident 414 d but without turbulence data. This case needs to bedistinguished from the situation when an aircraft is reportingturbulence data but the sensed turbulence intensity level (TB) is zero.One obvious suggestion is that a non-reporting aircraft would have nocircle, and an aircraft reporting zero level of turbulence would have acircle of a color representing zero turbulence. Another possibility isthat the aircraft reporting zero turbulence could have a dashed circleof green color such as shown by aircraft 410 e. There are many possiblealternatives, the important point being to distinguish the two cases. Inthe figure, aircraft 410 d is shown with its ADS-B (Out) data butwithout any circle, indicating no turbulence data being reported.Aircraft 410 e indicates a valid report of zero turbulence as indicatedby the dashed green circle. Aircraft 410 b with a solid yellow circle isreporting a moderate level using the above color coding example.

The situation represented in FIG. 4 is the instantaneous reporting ofturbulence data that is to say that the data display is current thatinstant time period. The aircraft icon positions and other data would berefreshed each time the reporting aircraft sends out a broadcast (1 Hz).For example, with each update, the position of the aircraft icon,altitude, ident and turbulence indicator would be repositioned on theMFD screen. This is illustrated in the sequence in FIGS. 5a -c. In theADS-B system, position is updated once per second. This might present abit of an issue with turbulence reporting.

Since turbulence is often very transitory, it is possible thatturbulence could be sensed for a few seconds, then subside for a fewseconds, then resume again. In a worst case, this could cause theturbulence display indicator to change rather rapidly on the displayfrom one color to another or flashing in and out. While the reporting ofADS-B data is nominally 1 Hz, reporting of turbulence data may or maynot be at the same rate. Thus, regardless of the reporting frequency, itis likely desirable that the display of turbulence intensity level (TB)be modulated in some manner. Some examples are to integrate the sensedvalue over some period of time, compute some period average, or medianvalue or the like. The processing system may have software whichreceives pilot data management inputs controlling the analytical datacomputations and which performs such analytical computations on theturbulence data in response to the data management inputs prior tosending the data to the display. The output of these computations wouldstill be considered ‘real-time’ reported data in the context of thisspecification.

While FIG. 4 illustrates a display of a snapshot of the situation at asingle instant in time, FIGS. 5a-c show how the display might changeover several time periods. Before discussing the figures, the followingconvention is noted, when discussing time based events: t=0 (t₀) willrepresent the current time; t=−1 (t⁻¹) will represent the time intervalimmediately preceding t=0 (t₀); and t=−2 (t⁻²) will represent the timeinterval immediately preceding (t⁻¹) and so on.

FIGS. 5a-c are time lapse illustrations of one example of the turbulencedisplay showing the maps as a function of time. FIG. 5a represents thesituation at t=−2 (t⁻2), FIG. 5b represents the situation at t=−1 (t⁻¹),and FIG. 5c represents the situation at t=0 (t₀), i.e. current time. Inthe figure, the ‘own-ship’ aircraft 540 a-c is shown fixed with respectto the display as is customary in aircraft centered, moving map formats.The flight plan stick map 530, as well as the reporting aircraft 510a-c, 520 a-c, are shown to move relative to the ‘own-ship’ aircraft.Own-ship aircraft (540 a-c) and the reporting aircraft (510 a-c and 520a-c) are shown at sequential times as indicated by the time box 550 a-cat the lower right corner of the display. At t=0 the own-ship aircraft,and reporting aircraft are shown at positions 540 c, 510 c, and 520 c(FIG. 5c ). Subsequent time positions are shown at 540 b, 510 b, and 520b (t=−1) (FIG. 5b ) and 540 a, 510 a, and 520 a (t=−2) (FIG. 5a ). Inaddition to the positions moving, a change in the sensed turbulence isalso shown indicating a geographical dependence. For example, reportingaircraft 510 a-c is shown as flying toward ever decreasing turbulenceintensity levels (TB) by the change in color of the reporting rings fromRED 510 a to YELLOW 510 b to GREEN 510 c. Conversely reporting aircraft520 a-c is shown as flying toward increasing turbulence. As mentionedabove, rather than updating the displayed turbulence level everyreporting interval, it might be desirable to modulate the changes indisplayed turbulence intensity level (TB) due to the transitory natureof turbulence. Such modulation could be in the form of a smoothingfilter of some kind such as taking the average of several readings overan interval, using the median value in the interval, using the max valuein the interval, etc. It might also be desirable to maintain a record ofany reports of severe or extreme turbulence reports so that they may bedisplayed on any maps for extended periods of time, even long after thereporting aircraft have exited the area.

In FIGS. 5a-c the real-time turbulence report indicators are shownoverlaid on a flight plan stick map 530. It might also be desired toinclude an overlay option with graphical weather or RADAR. Such anexample is shown in FIGS. 6a -b.

FIGS. 6a-b illustrate a display implementation of the present inventionwhere the turbulence overlay is combined with a RADAR overlay of aflight plan stick map. Also, two different turbulence intensityindicators are illustrated in the two figures. The graphicalrepresentations in 600 a and 600 b comprise a flight plan sick map 620having a plurality of flight plan waypoints (621 a-f) defining aplurality of flight plan legs (622 a-g). The aircraft icon 630 on thestick map represents the position of the ‘own-ship’ aircraft. Agraphical weather RADAR overlay 640 is shown. As is well understood inthe art, with typical RADAR overlays, different color shadings typicallyindicate different precipitation intensities. A plurality of reportingaircraft (610 a-d) are shown on the display. As described above, theterm ‘reporting aircraft’ will designate aircraft which are transmittingout ADS-B data messages being received by the ‘own-ship’ aircraft fordisplay. By overlaying the weather RADAR and turbulence reportinggraphics, pilots are able to correlate areas of precipitation withreports or turbulence.

FIG. 6a illustrates a first alternative method of indicating turbulenceintensity levels (TB). In FIGS. 4 and 5 a-c, colored circles aroundreporting aircraft were used to indicate turbulence intensity levels(TB). However, the use of the color shading to represent precipitationlevels in a RADAR overlay might make it difficult to see colored circlesaround the reporting aircraft. Thus, an alternative to the colored ringis to use the fill color of the aircraft icon, e.g. 611 a, is used asthe indicator of the sensed turbulence intensity level (TB). Otherpossibilities include icon shape or icon border to name just a couple. Asecond alternative indicator is discussed below in FIG. 6 b. In FIG. 6a, aircraft 610 a is shown reporting its position 612 a, its relativealtitude 613 a, and its ident 614 a. This aircraft is also reporting itssensed turbulence intensity level (TB) 611 a by using icon fill color.

Another situation represented in the figure is an aircraft 610 e whichmight be reporting position, altitude and ident but without turbulencedata. This case needs to be distinguished from the situation when anaircraft 610 d is reporting turbulence data but the sensed turbulenceintensity level (TB) is zero. Using the icon fill color implementation(FIG. 6a ), one suggestion is that a non-reporting aircraft 610 e wouldhave an ‘X’ fill for its displayed icon, e.g. 611 e whereas an aircraft610 d reporting a turbulence intensity level (TB) of zero would haveWHITE fill color for its displayed icon with a dark outline, e.g. 611 d.There are many alternative combinations (see FIG. 6b ), the importantpoint being to distinguish the two cases.

FIG. 6b illustrates another alternative symbology for turbulenceindicators. In FIG. 6b all map features such as flight plan stick map,waypoint and RADAR mapping remain the same as in FIG. 6 a, the onlydifference is in the turbulence indicators. Instead of being representedby color filled icons, the indicator is similar to the indicator used onthe National Oceanic Atmospheric Administration (NOAA) aviation weathercharts to indicate Pilot Reports (PIREPs) of turbulence, to wit:

TABLE 3 Turbulence Turbulence Level Binary Description Map Symbol — — Noreport

0 000 None

1 001 Light

2 010 Moderate

3 011 Severe

4 100 Extreme

In FIG. 6 b, aircraft 610 a is shown reporting its position 612 a, itsrelative altitude 613 a, and its ident 614 a all the same as in FIG. 6a. However, in FIG. 6b the aircraft is also reporting its sensedturbulence intensity level (TB) (extreme) 615 a by using the turbulencesymbol from Table 3. Similarly for aircraft 610 b, 610 c, and 610 d,reporting turbulence intensity levels (TB); light, moderate, and nonerespectively.

Similar to the discussion above in connection with FIG. 6 a, thesymbology must distinguish between the case where no turbulence reportis available and the case where a report is available but the reportedlevel is zero. Table 3 provides indicators to distinguish the two cases.In FIG. 6 b, aircraft 610 e is reporting position, altitude and identbut is not reporting turbulence data 615 e. Conversely, aircraft 610 dis reporting turbulence data but the sensed turbulence intensity level(TB) is zero 615 d. As seen in the figure a non-reporting aircraft 610 ehas an ‘X’ placed in the center of the circle icon, e.g. 615 e toindicate no report is available. Aircraft 610 d is reporting aturbulence intensity level of zero indicated by the ‘slash’ (/) throughthe circle icon 615 d.

One additional consideration for the indicator embodiment of FIG. 6 b,in contrast to FIG. 6 a, there is no indicator of aircraft heading. InFIG. 6 a, the aircraft icon symbol, in addition to providing a means forindicating reported turbulence intensity level (TB) (by fill color) alsoprovides an indication of heading (by icon orientation). Since this ismissing in the embodiment of FIG. 6 b, it might also be desirable toprovide and arrow or other such indicator of aircraft heading. Inanother exemplary embodiment, a turbulence duration indicator may beadded to the intensity indicator. In one embodiment, a single‘underscore’ or ‘underline’ is added for an ‘occasional’ duration and adouble ‘underscore’ or ‘underline’ is added for a ‘continuous’ duration.No additional indicator is used for ‘intermittent’ duration. See 616 cin FIG. 6b as an example of the ‘continuous’ indicator.

In addition to the traditional aircraft centered moving map formatillustrated in FIGS. 4, 5 a-c, and 6 a-b, the invention contemplates amapping method wherein the display is geographically fixed. In thisview, a series of aircraft reports are displayed over an operatorselectable interval.

FIG. 7 illustrates an embodiment of the present invention where aplurality of data measurements associated with an aircraft is shown. Thegraphical representation 700 comprises an overlay showing major jetroutes in the vicinity of own-ship aircraft 740 a-c. The representationof the jet routes is but one of the many overlays that could beemployed. Others, as illustrated above, might be flight plan overlay andweather overly to name just two. In this geo-centric display mode, fixedobjects remain in the same position as moving objects transition throughthe display window. For example, in FIG. 7, the navaids and jet routesremain in fixed positions while the aircraft icons move about thedisplay space in accordance with their reported positions at differenttimes. For example, aircraft icon 740 a-c on the stick map representsthe position of the ‘own-ship’ aircraft at times t₀, t⁻¹, and t⁻².

As further seen in the figure, a plurality of reporting aircraft (710a-c, 720 a-c, and 730 a-c) are shown on the display in different timecorrelated positions. As just one example, using the time labelingconvention discussed above, let t₀ be the current time, t⁻¹ be the nextmost recent time, t⁻² the time interval before t⁻¹, and t⁻³ the timeinterval before t⁻² and so on up to t_(−n) where n is the number ofdisplay intervals (Δi). Time correlated positions of the reportingaircraft are then “a”, “b”, and “c” representing the positions of thereporting aircraft at t₀, t⁻¹, and t⁻² respectively. For example 710 a,710 b, 710 c represent the position of reporting aircraft 710 at t₀,t⁻¹, and t⁻² respectively. The same convention applies to reportingaircraft 720 and 730. The reporting aircraft shown in FIG. 7 utilize theturbulence indicator illustrated in FIG. 6 a, i.e. the fill color of theaircraft icon, e.g. 710 a, b, c, is indicative of the sensed turbulenceintensity level (TB) at that time. So for example, the icon fill colorof 710 c represents the turbulence sensed by aircraft 710 at time ‘c’ ort=−2. Also of note in the figure is the representation of a reportingaircraft which is transmitting ADS-B (Out) data but not turbulence data,i.e. 730 a, b, c. The lack of reported turbulence data is indicated witha ‘X’ icon fill 731 a.

The time interval of display reporting (Δt) and number of intervals(Δi), may be pilot configurable parameters. Such configurationselections might be made from an MCDU ‘page’ in an FMS system [1130 FIG.11]. For example he might choose an interval of 10 minutes (Δt=10 min)and display interval of 2 (Δi=2) [1110 FIG. 11]. In the ADS-B system,the position reporting is updated at one second intervals which at jetspeeds equates to a travel distance of approx 700 feet. Depending on thedisplay range setting, that might produce a confusingly large number ofdisplayed data points. Therefore, the display function may also providethe pilot with a filtering factor. As mentioned above, variousfilters/selections might be employed to mitigate the potentiallyconfusing display of showing each turbulence intensity level update. Forexample he might chose to employ a ten minute filter such that thedisplay represents turbulence data displayed at ten minute intervals(Δt=10 min) with interim data averaged or other statistical operationperformed. (Note the difference between displayed interval and reportinginterval. The FAA may designate the ADS-B system turbulence messagereports are made a one second intervals from every aircraft, but theown-ship pilot might choose to display data in his aircraft from otherreporting aircraft at another rate). As another example, the pilot mayemploy an altitude filter for example only displaying data for aircraftwithin 10,000 feet of his current altitude. For illustration simplicity,FIG. 7 illustrates three data points (Δi=2). For pilot awareness, adisplay parameter box 750 might be displayed indicating the currentstate of various display control filters/selections such as displayreporting interval (Δt) 751, display altitude filter (ΔAlt) 752, andnumber of display intervals (Δi) 753. Reselection/modification of adisplay control parameter may be accomplished by placing the cursor overthe value and clicking or by menu selection or through selection on anMCDU ‘page’ [1130 FIG. 11] or other similar function.

Another feature of the exemplary embodiment of FIG. 7 utilizes a displaycursor. Many FMS displays provide an on screen cursor for pilotselections and the like. As illustrated, if the pilot places the displaycursor 766 on or immediately adjacent an aircraft reporting point, e.g.710 a. a pop-up window 760 may be opened to provide a textual display ofthe reported data. As see in the figure, the displayed textual data mayinclude reporting aircraft type 761, reporting altitude 762, reportedturbulence intensity (TB) 763, reported turbulence duration (TD) 764,and reporting time 765. Each of these items is important when evaluatingthe relevance of the report to the own-ship aircraft.

A central feature of the display overlay shown in the figure is thepresentation of historical data. Since the reporting aircraft are movingover the selected time interval, from position ‘c’ to position ‘a,’ itis an indicator of the geographical dependence of the turbulence.Additionally, it may also indicate the time dependence of the turbulenceif the interval is sufficiently long there are several aircraft passingthru a particular location, see FIG. 8 below.

In the case of illustrating geographical dependence, reference is had toFIG.7. In this example, using reporting aircraft 710 and a displayinterval (Δi) of 2, it is seen that that aircraft has given three sensedturbulence reports at positions 710 a, b, and c. At a display intervalof 10 minutes (Δt=10 min), this equates to an display interval of 20minutes between reports ‘a’ and ‘c.’ Assuming a jet speed of 8miles/minute, the report positions cover a distance of approximately 160miles. Obviously as the display reporting interval (Δt) or number ofdisplay intervals (Δi) increases (the other being held constant) so toodoes the measurement distance. As can be seen in the example, inaddition to the icon position changing, the icon fill color has alsochanged indicating a change in sensed turbulence intensity level (TB) asthe reporting aircraft has flown along the airway from position ‘c’ toposition ‘a.’ In addition to the ‘raw’ display formats, where data ispresented as received, the invention contemplates a number of‘analytical’ display modes as well. As mentioned above, the processingsystem would comprise software which would allow for pilot inputcontrolling various display modes and control of analytical tasksperformed on the turbulence data.

As examples of the analytical display modes, FIGS. 8a-c illustrate someadditional display options. FIG. 8a illustrates a plan view of howreported turbulence data might be reported as an overlay on a portion ofa flight plan stick map. FIG. 8b also shows reported data as an overlayon a portion of a flight plan stick map and in addition, a graphicalrepresentation of the temporal dependence of that data. It is well knownthat turbulence can be quite altitude specific. Thus, as an additionalembodiment, FIG. 8c shows the reported data overlain on a flight planstick map and in addition, a graphical representation of the vertical(altitude) dependence of the data. These analytical display modes may beselected via pilot input as discussed above.

FIG. 8a represents an example of a spatial display mode with multipleaircraft on an airway showing two reporting aircraft 810 and 820. Forillustration of this feature, we will assume that there are two aircraftflying the same jet route 830 a, in the same direction at the same speedand altitude with the trailing aircraft (820) approximately 10 miles intrail of lead aircraft (810). At time t₀, both aircraft are at position‘a’ with UAL123 (820 a) approximately 10 miles in trail of SWA055 (810a). For purposes of illustration, we will assume the display timeinterval (Δt) is one minute (data points selected for display separatedby 1 minute intervals) equating approximately to eight miles (aircraftspeed assumed 8 mi/min), it is also seen that the UAL aircraft isapproximately 2 miles behind where the SWA aircraft was at time t⁻¹.Since data points 810 b and 820 a are geographically proximate, thedifference in indicated turbulence (indicated by the difference inaircraft icon fill) is an indicator of how the turbulence has evolved atthis geographical point during the time interval t⁻¹ to t₀ (1 minuteinterval). Clearly this is a small interval for analyzing the timedependence of turbulence but illustrates the variable factors. Againthese data management control factors and presentation variables may bechanged using an operator interface for example on an MCDU ‘page’ [1130FIG. 11] or using menus on the MFD or the like.

Clearly, if the display time interval (Δt) or the number of displayintervals (Δi) is expanded on a crowded airway, the display of numerousreporting aircraft icons could become distracting. An analytical timedomain display mode addresses this issue. The time domain display modeFIG. 8b performs an analysis with factors including time, position andsensed turbulence. The data analysis would be performed in the FMSprocessor.

FIG. 8b illustrates one method by which reported turbulence data mightbe analyzed and displayed based on temporal dependence. Selection andcontrol of these display modes and analytical parameters andpresentation variables may be made through the processor system such ason MCDU ‘pages’ as is commonly done in FMS systems [1130 FIG. 11]. Theprocessor may store reported data for a period of time to accommodateanalysis. In the example of FIG. 8 b, the stored turbulence data to beanalyzed might be displayed as a graph 850 of turbulence versesaltitude.

As shown in the figure, a plurality of reporting aircraft 840 a-d aredisplayed. Each of these displayed data points have a reporting timestamp. In the example illustrated, the time stamps range from t=−3 tot=0. Using the same definitions as cited above, this corresponds tocurrent time (t=0) and three prior measurement intervals (t=−1, t=−2,and t=−3). This data is plotted in the graph 850 according to thefollowing:

TABLE 4 Reported Turbulence Plotted Data Data Time Level (TB) Point 840at = −3 3 851a 840b t = −2 2 851b 840c t = −1 2 851c 840d t = 0 1 851d

In this implementation, the pilot might move his display cursor 845 bover to the region of interest 846 b. Upon placement of the cursor 845b, the display might cause a window 850 to be opened, responsive topilot display control selection, displaying the temporal dependence ofthe data. Data points 851 a, 851 b, 851 c, and 851 d, represent thesensed turbulence intensity levels (TB) of the aircraft proximate to thecursor, graphed as a function of time.

Clearly there are numerous control variables 841 b affecting thedisplay. For example, the radius (r) 842 of the circle 847 b definingthe aircraft considered proximate to the cursor 845 b selected forgraphing. Also, the temporal window (Δi) (i.e. number of reportingintervals) 843 within which the data is selected for graphing. Asmentioned, in an exemplary embodiment, these data management controlfactors and presentation variable selections may be made through acombination of MCDU page selections [1110 FIG. 11] or from actions onthe display itself such a ‘right clicking’ and selecting from a ‘dropdown’ control window. In some exemplary embodiments, a display windowsuch as 841 b may be displayed within the display frame to remind thepilot of display selections active.

FIG. 8c is similar to 8 b except that the extended display 860illustrates the dependence of the reported turbulence on altitude.Similar to FIG. 8 b, a plurality of reporting aircraft 860 a-d are shownoverlain on a flight plan stick map 830 c. The cursor 845 c is placed inan area of interest 846 e which then pop-up window 860 displaying thereported data as a function of altitude. The graph plots the reporteddata as reported turbulence intensity level (TB) verses ‘delta altitude’(ΔAlt). The ΔAlt is reported in hundreds of feet so a display of ‘+20”indicates that the reporting aircraft is 2,000 feet above the own-shipaircraft. In the exemplary display, the ΔAlt of the reporting aircraftrange from −40 to +40. It is noted that when multiple aircraft datareports overlap, such as with 861 b/c, an alternative symbol such as a‘star’ may be used to illustrate the overlap. The reported data is shownin the following table:

TABLE 5 Reported Turbulence Plotted Data Data ΔAlt Level (TB) Point 860a−40 3 861a 860b +40 2 861b 860c +40 2 861c 860d +20 1 861d

As mention above in connection with FIG. 8 b, there are numerousvariables 841 affecting the display. For example the, the radius (r) 842of the circle 847 c defining the aircraft considered proximate to thecursor 845 c selected for graphing. Also the altitude window (ΔAlt)(i.e. the max and min Δaltitude for display) 844 within which the datais selected for graphing. In some exemplary embodiments, theseselections may be made through a combination of MCDU page selections[1110 FIG. 11] or from actions on the display itself such a ‘rightclicking’ and selecting from a control window such as a ‘drop down’ menuor the like. In some exemplary embodiments, a display window such as 841c may be displayed within the display frame to remind the pilot ofdisplay selections active.

FIGS. 9a-c illustrate another method for providing an analytical methodof summarizing a group of data points, specifically a historicalaggregation of reported data. FIG. 9a shows a traditional spatialdisplay mode with an airway 950 defined by two VOR/TACAN (VORTAC)station terminators 951 (DSM) and 952 (OBH). There are three reportingaircraft 910, 920, 930 traveling along the airway from right to left.Reporting aircraft 910 is followed by reporting aircraft 920 which isfollowed by reporting aircraft 930. As in the above discussion, let t₀be the current time, t⁻¹ be the next most recent time, t⁻² the timeinterval before t⁻¹, and t⁻³ the time interval before t⁻². Timecorrelated positions of the reporting aircraft are then ‘a’, ‘b’, and‘c’ representing the positions of the reporting aircraft at t₀, t⁻¹, andt⁻² respectively. For purposes of demonstration, it is stipulated thatthe positions of the three aircraft 910 c, 920 b and 930 a,corresponding to times t⁻² , t⁻¹, and t₀ respectively, are all withinone mile radius of position X represented by circle 940 a. Further letit be stipulated that for purposes of mapping data, data points within aone mile radius of position X (940 a) can be considered collocated atposition X. Thus, 910 c represents the oldest sensed value at position Xand 930 a represents the most current value.

Further stipulate for purpose of illustration, that the positions of theaircraft 920 c and 930 b corresponding times t⁻² , and t⁻¹ respectivelyare within one mile radius of position Y represented by circle 940 b.(Note that lead aircraft 910 has already passed position Y at time t₀).Further, let it be stipulated that for purposes of mapping data, datapoints within a one mile radius of position Y (940 b) can be consideredcollocated at position Y. Thus, 920 c represents the oldest sensed valueat position Y and 930 b represents the most current value at position Y.This data is listed in Table 6.

TABLE 6 Sensed Time Turbulence Aircraft Interval Position Level 910 t⁻²X (910c) RED (2012Z) 920 t⁻¹ X (920b) YELLOW (2013Z) 930 t₀ X (930a)GREEN (2014Z) (current) 920 t⁻² Y (920c) RED (2012Z) 930 t⁻¹ Y (930b)YELLOW (2013Z)

FIG. 9b illustrates how the multiple reports illustrated in FIG. 9amight be summarized and displayed as a historical aggregation of data.Sometimes pilots might be interested in a summary of reported datainstead of numerous individual reports. For example, looking ahead inthe flight plan to an upcoming leg, pilots might be interested in seeinga summary of reports over some period of time, e.g. the last hour or so.Referring again to the data in Table 6 and illustrated in FIG. 9 a, thethree reports represented by 910 c, 920 b, and 930 a at location X areshown summarized as icon 941 a in FIG. 9 b. Similarly the two reportsrepresented by 920 c, and 930 b at location Y are shown summarized asicon 941 b in FIG. 9 b.

In FIG. 9 b, the reporting aircraft icons 910 c, 920 b, and 930 a havebeen replaced with the summary point 941 a. The fill color of this pointcould be representative of the most recent (t=0) data sensed at thislocation or it could be a statistical summary (‘statistical mode’) of aplurality of data over a specified time interval, e.g. average, median,etc. FIG. 9b represents the former case (latest data), the most recentreport in this example is reporting aircraft 930 a which had a sensedlevel of GREEN. In the latter case, the average might be YELLOW. Inaddition to the summarized turbulence intensity level (TB), additionaldata provided might be a trend vector indicator 942 a and the Zulu time943 a of the most recent reading (2014z). The trend vector 942 a mightindicate how (if) prior the historical data values are trend related. Inthe example given, the readings fell in magnitude from RED to YELLOW toGREEN (Table 6) so the trend is towards less turbulence and a ‘down’arrow 942 a is indicated. If the historical data are more random, thetrend vector arrow might be replaced with a dashed line (see 9 c).Similarly for point Y, the fill color of this point may either berepresentative of the most recent (t=−1) data sensed at this location ora historical aggregate. In the former, reporting aircraft 930 b had asensed level of YELLOW. In addition to the sensed turbulence intensitylevel (TB), additional data provided are trend vector indicator 942 band the Zulu time 943 b of the most recent reading (2013z). The trendvector 942 b might indicate how prior readings and the final displayedvalue are related. In the example given, the readings fell in magnitudefrom RED to YELLOW (Table 6) so the trend is towards less turbulence anda ‘down’ arrow 942 b is indicated. The choice of historical dataaggregation between a summary or the latest value may be made availableas a pilot selection on an MCDU page as described below.

FIG. 9c is an expanded view at position X to more clearly illustratethese features but using the ‘summary/avg/1 hr’ historical display modevice the ‘latest’ mode in 9 b. The fill color of this point isrepresentative of the average data sensed at this location during theanalysis period, in this example that is reporting aircraft 910 c, 920b, and 930 a which had an average sensed level of YELLOW averaged overthe one hour time period ending at 2014z. (Note: the data in Table 6indicates the three samples were received over a two minute time period,for the purposes of this example, we will stipulate that is one hour'sworth of sensed data) Shown are the trend vector indicator 942 c and theZulu end time (2014z) 943 c of the aggregating time period (t_(agg)=1hr). The trend vector 942 c indicates the fall in magnitude from RED toYELLOW to GREEN during the sampling window (Table 6). If the datasampled during the statistical window were randomly dispersed inintensity, i.e. no trend, the trend vector would be represented as adashed line or the like,

As mention above in connection with earlier display figures, there arenumerous variables 955 affecting the display. For example the radius (r)956 of the reported data proximate to the location (X or Y) selected forgraphing and the temporal window (Δi) (i.e. number of reportingintervals) 957 within which the data is selected for analysis may bedisplayed. Also, when the historical summary method is chosen;aggregation mode 959, statistical mode 960, and the time window (Δt)over which the historical data is aggregated 958 may be displayed. Insome exemplary embodiments, these selections may be made through acombination of MCDU page selections [1110, 1140 FIG. 11] or from actionson the display itself such a ‘right clicking’ and selecting from acontrol window such as a ‘drop down’ menu or the like. In some exemplaryembodiments, a display window such as 955 may be displayed within thedisplay frame to remind the pilot of display selections active.

As mentioned above, an objective of the present invention is to utilizethe existing ADS-B messaging protocol so that additional weatherinformation such as turbulence, winds aloft, temperature and the likecan be conveyed directly between airborne aircraft and between aircraftin flight and a ground station using the existing ADS-B system. TheADS-B message structure protocol for 1090ES ADS-B (Out) messages isshown in FIG. 10. The 112 bit extended squitter message 1010 is showncontaining 8 control bits, 24 bit ICAO address, 56 bits of ADS-B data,and 24 bit parity. The 56 bits of ADS-B data 1020, includes: format typecode (TC), 5 bits (FIG. 10, 1060) and 51 bits of data (FIG. 10, 1070).The message ‘format type code,’ ‘type code,’ or just ‘type,’ is used sothat the receiving processor knows which decoding algorithm to use todecode the data.

Currently there are several ‘type codes’ (25-27, 29, 30) which aredesignated as ‘reserved.’ Additionally, there are other message typeswhich are defined but have unused data bits. In one exemplary embodimentof the present invention, one of the ‘reserved’ message types isre-designated to include sensed weather such as turbulence, winds aloft,temperature and the like. In another exemplary embodiment, one of thecurrently defined message types having additional data bandwidth isredefined to include sensed weather parameters in the spare/unused databit field.

The great benefit of using the existing ADS-B system in general andcurrently reserved message types in particular, to convey sensedairborne weather, is that has minimal impact on existing aircraft and onthe overall National Airspace System (NAS). For example, except for thepossible necessity of a dedicated turbulence sensor, all of the hardwarecomponents of the system are already installed on the aircraft.Regarding software, since the exemplary implementations described hereinutilize reserved message types or spare bandwidth in existing message,existing broadcast and decoding functions would not be affected sincereserved messages or unused field are currently being ignored. Thusmodifications could be rolled out on a non-interference basis withcurrent aircraft operations. Furthermore, by minimizing the amount ofnew hardware and software needed to perform the turbulencedetection/display function, the cost of the introduction in to theaircraft fleet is minimized.

Note that while the above description focused on the details of the1090ES ADS-B (Out) message structure, it is generally applicable to the978 UAT message structure with some minor modifications. For example, inthe 978 UAT message structure, several Type Codes are designated asreserved. Also, the payload structure, while not identical to the 1090ESstructure, may be utilized to transport the turbulence data using one ofthe reserved Type Codes.

FIGS. 10a, b illustrate two examples of how a data message utilizing oneof the currently reserved type codes, might be structured. In anotherexemplary embodiment, an existing message may be repurposed or modifiedto include the turbulence data as described below. It should be notedand will be well understood by those in the art, that specifics of thedata structure and the specific reserved type code utilized, may bemodified without deviating from the overall intended scope of theinvention.

The ADS-B data message structure 1010, including data bit allocations,includes: 56 bits of ADS-B data. The 56 bits of ADS-B data aresubdivided into; format type code (TC), bits 33-37 (FIG. 10 a, 1060);and data, bits 38-88 (FIG. 10 a, 1070). As mentioned, in one exemplaryembodiment, a currently reserved message type is re-designated as a‘sensed weather’ message definition. The sensed weather could then bebroadcast in the same manner as other ADS-B messages. In a secondembodiment, spare data bandwidth in an existing message is used toconvey the sensed weather data. As one example of the former, messagetype 30 d is currently designated as reserved. Message type 30 1061might be re-designated as a sensed weather message. Data bits 38-88 ofthe data field could then be encoded with the sensed weather data. Inone exemplary embodiment of the present invention, sensed weatherincludes sensed turbulence intensity level (TB) 1071 a FIG. 10 a. Inanother embodiment, turbulence duration (TD) is also included (FIG. 10b)

An example of the newly defined message is shown in FIG. 10 a. Theformat type code and data fields are shown at 1090 with type code 30 ddefined as sensed weather (1061) and the sensed turbulence intensitylevel (TB) as enumerated in the data table 1071 a (see also Table 1 fordefinitions). As discussed above, 3 data bits are needed to representthe 5 levels of turbulence specified in the AIM. As an example, bits38-40 (1071 a) in the DATA block could be used for this. That leavesbits 41-88 available for reporting other sensed weather data such aswind speed/direction, temperature, pressure etc. These other weatherdata are all available from typically installed FMS LRUs such as AirData Computers, Inertial Reference Units, and Global PositioningSystems. While the turbulence data might be most relevant to otherairborne aircraft, other sensed weather data aloft might be used bypersonnel at the National Weather Service (NWS) to aid in their weatherreporting and prediction functions. While FIG. 10a illustrates how theturbulence intensity level (TB) might be encoded, recall that there isan additional descriptive parameter referred to as turbulence duration(TD) (Table 2). This parameter may be encoded as well as illustrated inFIG. 10 b.

The message definition 1071 b FIG. 10b allows for both the turbulenceintensity level (TB) as well as the turbulence duration (TD) to beencoded. The format type code and data fields are shown at 1090 withtype code 30 d defined as sensed weather (1061) as was above in FIG. 10a. However, in the embodiment of FIG. 10 b, the turbulence duration (TD)has been added. Recall from earlier discussion that there are threeclasses of turbulence duration (TD); occasional, intermittent, andcontinuous. By adding one additional bit of data, these classes inaddition to the 5 intensity states, may be described (see Table 2) in 4bits as enumerated in the data table (1071 b). As an example, bits 38-41(1071 b) in the DATA block could be used for this. That leaves bits42-88 available for reporting other sensed weather data such as windspeed/direction, temperature, pressure etc.

While an example of reserved message and data definition has been given,it is clear that other messages/format type codes may be substitutedwithout departing from the teachings of the invention.

While a real-time aircraft turbulence sensing and mapping method forenhancing passenger safety and comfort system and method has beendescribed with reference to various exemplary embodiments and componentchoices, it will be understood by those skilled in the art that variouschanges may be made as noted throughout the specification includingsubstitution of various sensor components, methods for executingprocessor instructions and the like, including changes in function andarrangement of components or process steps without departing from thescope of the teachings herein. In addition, many modifications may bemade to adapt the teachings herein to a particular architecture withoutdeparting from the scope thereof.

What is claimed is:
 1. A system for real-time reporting and display ofairborne sensed turbulence data to other aircraft and ground stationsusing Automatic Dependant Surveillance-Broadcast (ADS-B) standardmessaging protocol, the system comprising: a turbulence sensor forsensing and communicating turbulence data, an ADS-B transmitter systemconfigured to receive data, encode data into ADS-B standard protocolmessages defined by a standard protocol message structure, the ADS-Btransmitter system having a transmitter for broadcasting (transmitting)ADS-B messages to other aircraft or ground stations over a plurality oftime periods, and a first processor system in communication with theturbulence sensor and ADS-B transmitter system and configured to:receive turbulence data from the turbulence sensor; process the receivedturbulence data to determine a turbulence intensity level; communicatethe turbulence intensity level to the ADS-B transmitter system forencoding the turbulence intensity level into an ADS-B standard protocolmessage, the message having a structure including a format type code,the ADS-B turbulence message utilizing a message structure having a‘reserved’ format type code or a message structure with a spare databits, the ADS-B transmitter system periodically broadcasting(transmitting) the encoded turbulence messages.
 2. The system of claim 1wherein the ADS-B standard message protocol structure includes anumerical format type code defining the message contents and wherein theADS-B turbulence messages are identified as messages with a numericalformat type code selected from 25, 26, 27, 29, or
 30. 3. The system ofclaim 1 wherein the ADS-B turbulence message comprises a message formattype having a spare data bit field, the message reconfigured to containthe turbulence data within the spare data bit field, and wherein theturbulence data includes turbulence intensity level and turbulenceduration.
 4. The system of claim 1 wherein the ADS-B transmitter systemcomprises a second processor and wherein the first processor is part ofa Flight Management System (FMS) and wherein the ADS-B system comprisesa 1090ES transponder and wherein the first processor processes thereceived turbulence data to determine a turbulence intensity level and aturbulence duration and wherein the turbulence intensity level and aturbulence duration are communicated to the ADS-B second processor forencoding into an ADS-B turbulence message, the message being structuredin accordance with ADS-B standard messaging protocols utilizing a‘reserved’ format type message reconfigured to contain the turbulencedata.
 5. The system of claim 1 wherein the first processor is integratedwith the turbulence sensor and wherein the first processor processes thereceived turbulence data to determine a turbulence intensity level and aturbulence duration and wherein the turbulence intensity level and aturbulence duration are communicated to the ADS-B for encoding into anADS-B turbulence message, the message being structured in accordancewith ADS-B standard messaging protocols utilizing a ‘reserved’ formattype message reconfigured to contain the turbulence data.
 6. The systemof claim 1 wherein the ADS-B transmitter system comprises the firstprocessor and wherein the ADS-B transmitter system comprises a 1090ESMode S transponder wherein the first processor processes the receivedturbulence data to determine a turbulence intensity level and aturbulence duration and encodes the turbulence intensity level into anADS-B message having standard 1090ES ADS-B protocol message format, the1090ES ADS-B protocol message structure having a numerical format typecode defining the message contents and wherein the turbulence messageutilizes a ‘reserved’ format type code the reserved message definitionreconfigured to contain the turbulence intensity level.
 7. The system ofclaim 1 wherein further comprising an ADS-B receiver system configuredto receive ADS-B turbulence messages from other aircraft and groundstations, decode the received turbulence messages in accordance with theADS-B message structure protocols, and provide the decoded turbulencemessage data for pilot display, the system further comprising: a displaysystem for displaying decoded turbulence data and in communication withthe first processor, and wherein the first processor system is incommunication with the ADS-B receiver and the display system, the firstprocessor system further configured to: receive the decoded ADS-Bturbulence messages; process the received data into turbulence displaymessages; and communicate the turbulence display messages to the displaysystem for display.
 8. The system of claim 7 wherein display systemincludes software instructions operative to display a plurality ofdisplay formats responsive to pilot input and to process the receivedturbulence display data and display the turbulence data on at least oneof the display formats.
 9. The system of claim 8 wherein display systemincludes overlay display format for overlaying the display of turbulencedata onto at least one of the display formats.
 10. The system of claim 9wherein the turbulence display overlay comprises a plurality of displaysymbols indicative of the reported turbulence data.
 11. A method ofsensing, broadcasting, receiving and displaying real-time in-flightturbulence reports from an airborne transmitting aircraft to a receivingaircraft or receiving ground stations, using the ADS-B messagingprotocol and an ADS-B downlink, the transmitting aircraft having aturbulence sensor for sensing in-flight turbulence, and an ADS-B systemfor broadcasting ADS-B protocol messages, the turbulence sensor incommunication with the ADS-B system, the method comprising: periodicallysampling the turbulence sensor to obtain sensed turbulence data,encoding the sensed turbulence data into a ADS-B turbulence message, themessage being structured in accordance with ADS-B standard messagingprotocols, the message structure including a numerical format type code,the type code defining the message contents and wherein the ADS-Bturbulence message utilizes either a message structure having a‘reserved’ format type code or a message structure having spare databits, the message definition reconfigured to contain the turbulencedata, and communicating the encoded ADS-B turbulence message to theADS-B system, whereby the encoded ADS-B turbulence message is broadcast(transmitted) to other aircraft and ground stations.
 12. The method ofclaim 11 wherein the step of encoding the sensed turbulence data into anADS-B message includes encoding the data into an ADS-B message having astructure including a numerical format type code, the type code definingthe message contents and wherein the ADS-B turbulence message utilizes amessage structure having a ‘reserved’ format type code the messagedefinition reconfigured to contain the turbulence data and wherein theADS-B turbulence message are identified as messages with a numericalformat type code selected from 25, 26, 27, 29, or 30, and wherein theturbulence data includes a turbulence intensity level.
 13. The method ofclaim 12 wherein the step of periodically sampling the turbulence sensorto obtain turbulence data includes processing the sensor data todetermine a turbulence intensity level and a turbulence duration, theADS-B turbulence message having a standard 1090ES ADS-B protocol messageformat.
 14. The method of claim 11 wherein the method further includes:establishing an ADS-B data link between the transmitting aircraft andthe receiving aircraft, the receiving aircraft having an ADS-B systemcapable of receiving and decoding ADS-B messages in accordance withestablished ADS-B messaging protocols, the receiving aircraft furtherhaving a display system in communication with the ADS-B system such thatreceived and decoded message data may be displayed thereon, receivingbroadcast ADS-B turbulence messages from a transmitting aircraft via theADS-B datalink, processing the received ADS-B turbulence message bydecoding the message in accordance with standard ADS-B message structureprotocols thereby retrieving the turbulence data, communicating thedecoded turbulence data to the receiving aircraft display system, anddisplaying the decoded turbulence data on the receiving aircraft displaysystem.
 15. The method of claim 14 wherein display system includessoftware instructions for receiving pilot display control inputs, theinputs operative to command display of one of a plurality of displayformats responsive to the inputs, the software operative to process thepilot display control inputs and the received turbulence display dataand display the data on at least one of the display formats, the displayformats including map overlays, the overlays comprising a plurality ofdisplay symbols indicative of the reported turbulence data, the methodfurther comprising: receiving pilot display control inputs, anddisplaying the turbulence display data and display symbols responsive tothe selected pilot display control inputs and in accordance with thedisplay symbols indicative of the reported turbulence data.
 16. Themethod of claim 15 wherein the pilot display control inputs include; mapformat, display interval (Δt), number of time intervals (Δi), altitudewindow (ΔAlt), proximity circle radius (r), aggregation time (t_(agg)),historical aggregation mode, and statistical mode.
 17. Computer codeexecutable on a system for real-time reporting and display of airbornesensed turbulence data to other aircraft and ground stations usingAutomatic Dependant Surveillance-Broadcast (ADS-B) standard messagingprotocol and an ADS-B downlink, the transmitting aircraft having aturbulence sensor for sensing in-flight turbulence, and an ADS-B systemfor broadcasting ADS-B protocol messages, the turbulence sensor incommunication with the ADS-B system, the software when executed isoperative to: periodically sample the turbulence sensor to obtain sensedturbulence data, process the sampled turbulence sensor data to determinea turbulence intensity level, encode the sensed turbulence data into aADS-B turbulence message, the message being structured in accordancewith ADS-B standard messaging protocols, the message structure includinga numerical format type code, the type code defining the messagecontents and wherein the ADS-B turbulence message utilizes a either amessage structure having a ‘reserved’ format type code or a messagestructure having spare data bits, the message definition reconfigured tocontain the turbulence data, and broadcast the ADS-B turbulence messageover the ADS-B datalink to receiving aircraft or ground stations. 18.The computer executable code of claim 17 further operative to: establishan ADS-B data link between the transmitting aircraft and the receivingaircraft, the receiving aircraft having an ADS-B system capable ofreceiving and decoding ADS-B messages in accordance with establishedADS-B messaging protocols, the receiving aircraft further having aMultifunction Display system (MFD) in communication with the ADS-Bsystem such that received and decoded message data may be displayedthereon, receive broadcast ADS-B turbulence messages from a transmittingaircraft via ADS-B datalink, process the received ADS-B turbulencemessage by decoding the message in accordance with standard ADS-Bmessage structure protocols thereby retrieving the turbulence data,communicate the decoded turbulence data to the receiving aircraftdisplay system, and display the decoded turbulence data on the receivingaircraft display system.
 19. The computer executable code of claim 18wherein the receiving aircraft further comprises a Flight ManagementSystem (FMS) processing system having a Multifunction Control DisplayUnit (MCDU) supporting user input/output and operative to receive pilotdisplay mode selection inputs and pilot display control inputs, the MFDhaving a plurality of display modes including; ‘discrete real-time,’‘real-time aggregate,’ and ‘historical aggregate,’ the pilot displaymode selection inputs operative to select between the plurality ofdisplay modes, the code further operative to: receive pilot display modeselection inputs on the MCDU, the pilot display mode inputs operative toselect one of the plurality of display modes, receive pilot displaycontrol inputs on the MCDU, the pilot display control inputs operativeto select display formats and presentation variables, receive pilot datamanagement inputs on the MCDU, the data management inputs operative tocontrol analytical operations on the received turbulence data processthe pilot data management inputs and perform analytical processing ofthe received turbulence data in accordance with the data managementinputs, process the pilot display control inputs thereby adjusting thedisplay of reported turbulence data on the MFD.
 20. The computerexecutable code of claim 19 wherein pilot display control inputsinclude; map format, display interval (Δt), number of time intervals(Δi), altitude window (ΔAlt), proximity circle radius (r), aggregationtime (t_(agg)), historical aggregation mode, and statistical mode.